For nearly a decade, the disappearance of Malaysia
Airlines Flight MH370 has challenged investigators,
engineers, and analysts around the world. Satellite
communication data provided important clues,
specifically burst timing offset, or BTO, and
burst frequency offset, or BFO. But traditionally,
these signals have been treated as isolated data
points, used only to define large geographic
search areas. What you're about to see approaches
the problem from a different perspective. Instead
of using BTO and BFO simply as positional constraints,
this system treats them as a dynamic measurement
framework, one capable of reconstructing how
the aircraft was actually moving. Not just where
it might have been, but how it got there. This
method, signal -derived motion reconstruction,
combines signal physics, Doppler behavior, and
aircraft maneuver geometry to isolate the flight
path that satisfies all constraints simultaneously.
Rather than starting with assumptions about geography,
we begin with the signals themselves. And as
you'll see, the aircraft's motion is not drawn,
it emerges. What you're seeing here is the full
Doppler shift, which can span large values, positive
or negative, depending on how the aircraft is
moving relative to the satellite. But the system
we're using doesn't rely on the full range of
that signal. Instead, it applies a controlled
window, a set of internal guard rails, that focuses
only on the portion of the Doppler shift that
produces stable, continuous motion. So even though
the raw signal might show large frequency changes,
the directional system operates within a much
smaller band. From turn to signal constraint.
One turn, physical motion, what the aircraft
is doing. The aircraft does not change direction
instantly. It moves through a continuous curved
transition with a measurable midpoint. That midpoint
is not just geometry. It is where motion, timing,
and signal begin to align. The turn is smooth,
continuous, and constrained. No jumps, no discontinuities.
What you're looking at here is not a flight path
yet. It's the validation system behind the flight
path. This image shows how an aircraft's position
is constrained and verified using two independent
satellite signals. BTO, burst timing offset,
gives us distance. BFO, burst frequency offset,
gives us direction and motion. Start with the
foundation. The rings. These circular rings you
see, those are BTO distance constraints. Think
of them like guardrails. Each ring represents
how far the aircraft is from the satellite. The
aircraft must stay on one of these rings at any
given time. There's no guessing here. This is
physics -based timing. So right away, we've locked
the aircraft into a fixed -distance zone. Add
motion. The Doppler band. Wrapped around the
outside, you see this color band. Blue, moving
toward the satellite. red moving away from the
satellite. This is your Doppler shift, BFO. This
tells us not just where the plane is, but how
it's moving relative to the satellite. What you're
looking at here is the aircraft's heading mapped
directly against the Doppler signal. This is
where motion becomes measurable. At takeoff from
WMKK, the aircraft is pointed at 320 degrees.
That direction isn't just a heading on a compass.
It's also a direction relative to the satellite.
Now here's the key. The BFO value, negative 114.
Hertz tells us the aircraft is moving away from
the satellite. So what this image is doing, it's
locking those two ideas together. The compass
heading, 270 degrees. And the Doppler shift,
negative 140 Hertz.